EP2957753B1 - Dispositif de commande de combustible pour moteur à gaz - Google Patents
Dispositif de commande de combustible pour moteur à gaz Download PDFInfo
- Publication number
- EP2957753B1 EP2957753B1 EP14768042.5A EP14768042A EP2957753B1 EP 2957753 B1 EP2957753 B1 EP 2957753B1 EP 14768042 A EP14768042 A EP 14768042A EP 2957753 B1 EP2957753 B1 EP 2957753B1
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- EP
- European Patent Office
- Prior art keywords
- knocking
- recovery
- occurring
- cylinder
- gas fuel
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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- 239000000446 fuel Substances 0.000 title claims description 102
- 238000011084 recovery Methods 0.000 claims description 122
- 238000002485 combustion reaction Methods 0.000 claims description 59
- 230000009467 reduction Effects 0.000 claims description 51
- 239000007789 gas Substances 0.000 description 110
- 230000002159 abnormal effect Effects 0.000 description 7
- 238000000034 method Methods 0.000 description 7
- 238000010248 power generation Methods 0.000 description 7
- 230000008569 process Effects 0.000 description 6
- 238000002347 injection Methods 0.000 description 5
- 239000007924 injection Substances 0.000 description 5
- 238000010586 diagram Methods 0.000 description 4
- 239000002737 fuel gas Substances 0.000 description 4
- VNWKTOKETHGBQD-UHFFFAOYSA-N methane Chemical compound C VNWKTOKETHGBQD-UHFFFAOYSA-N 0.000 description 4
- 230000000052 comparative effect Effects 0.000 description 3
- 230000007423 decrease Effects 0.000 description 3
- 230000005856 abnormality Effects 0.000 description 2
- 230000008859 change Effects 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 239000003345 natural gas Substances 0.000 description 2
- 230000002093 peripheral effect Effects 0.000 description 2
- 230000000979 retarding effect Effects 0.000 description 2
- 238000011144 upstream manufacturing Methods 0.000 description 2
- 230000007613 environmental effect Effects 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 238000005259 measurement Methods 0.000 description 1
- 230000007246 mechanism Effects 0.000 description 1
- 230000004044 response Effects 0.000 description 1
- 239000000243 solution Substances 0.000 description 1
Images
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
- F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
- F02D35/027—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions using knock sensors
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/02—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with gaseous fuels
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D41/0027—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures the fuel being gaseous
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/008—Controlling each cylinder individually
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/22—Safety or indicating devices for abnormal conditions
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/3005—Details not otherwise provided for
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
- F02P5/00—Advancing or retarding ignition; Control therefor
- F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
- F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
- F02P5/15—Digital data processing
- F02P5/152—Digital data processing dependent on pinking
- F02P5/1522—Digital data processing dependent on pinking with particular means concerning an individual cylinder
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/02—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with gaseous fuels
- F02D19/021—Control of components of the fuel supply system
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/02—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with gaseous fuels
- F02D19/025—Failure diagnosis or prevention; Safety measures; Testing
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
- F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
- F02D35/023—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the cylinder pressure
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/008—Controlling each cylinder individually
- F02D41/0087—Selective cylinder activation, i.e. partial cylinder operation
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/12—Introducing corrections for particular operating conditions for deceleration
- F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off
- F02D41/126—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off transitional corrections at the end of the cut-off period
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Definitions
- the present invention relates to a combustion control device for a gas engine, and to a combustion control device with respect to knocking in particular.
- Power generation facilities operated by a gas engine using natural gas or city gas as main fuel are launched in view of clean energy source.
- Patent Document 1 JP4688916B
- Patent Document 2 JP4247842B
- Patent Document 1 discloses a load leveling control in which an exhaust temperature is detected for each cylinder of a gas engine, a cylinder in which knocking or misfire has appeared is detected, then an amount of fuel supply to a cylinder having the maximum exhaust temperature is reduced, and an amount of fuel supply to a cylinder having the minimum exhaust temperature is increased. Further, supply of fuel is halted or reduced for a predetermined period of time for the cylinder in which knocking or misfire has occurred. Furthermore, the load leveling control is performed excluding the cylinder for which a measure for addressing knocking or misfire is being taken.
- Patent Document 2 discloses a knocking control device for a gas engine.
- the magnitude of knocking is detected by a knocking sensor, and the mean value of occurrence frequency in each cylinder is compared with the occurrence frequency in a certain cylinder on the basis of a measurement value of occurrence frequency of knocking that is a predetermined value or more. If the occurrence frequency in the certain cylinder is not less than a predetermined frequency as compared to the mean value of occurrence frequency, the amount of gas injection is reduced for the certain cylinder. If the occurrence frequency in the cylinder is not more than a predetermined frequency as compared to the mean value of occurrence frequency, the amount of gas injection is increased for the cylinder.
- Patent Document 2 similarly discloses retarding and advancing the injection timing of the pilot fuel injection timing and the ignition timing of the spark ignition timing.
- JP 2006/138324 A relates to a combustion control device and discloses features falling under the preamble of claim 1.
- Patent Documents 1 and 2 both disclose halting or reducing supply of gas fuel or retarding the ignition timing for a cylinder in which knocking has occurred, as a countermeasure technique to knocking or misfire, but do not go as far as disclosing recovery control in which the amount of gas fuel is increased or the injection timing or the ignition timing of gas fuel is recovered again after performing a countermeasure control.
- misfire or knocking may occur again upon recovery.
- the temperature in the combustion chamber decreases due to halting or reducing supply of gas fuel as a countermeasure to knocking.
- abnormal combustion such as misfire may occur again upon recovery.
- An object is to provide a combustion control device for a gas engine which prevents an unstable combustion state such as misfire upon recovery by appropriately performing recovery control for recovering to the optimum operation by increasing gas fuel again after halt or reduction of the gas fuel for a cylinder in which knocking has occurred as a countermeasure to knocking in the gas engine.
- the present invention was made to achieve the above object, and provides a combustion control device having the features of claim 1.
- the air-fuel ratio with respect to the cylinder in which knocking is occurring shifts to the lean side, and thus occurrence of knocking is restricted. Further, also in the other cylinders in which the knocking is not occurring, the gas fuel is reduced in response to a predetermined command to reduce the load due to a decrease in the power generation output to prevent overload.
- the first recovery unit recovers the cylinder in which knocking is occurring from a state in which the gas fuel is halted or reduced, and the second recovery unit recovers cylinders other than the cylinder in which knocking is occurring from a state in which the gas fuel is reduced. Then, the recovery time of the first recovery unit is set to be shorter than the recovery time of the second recovery unit, so that recovery of the cylinder in which knocking is occurring is performed in priority.
- the first recovery unit and the second recovery unit may be configured to start a recovery control if the knocking is not occurring within a predetermined period after the halt or reduction of the gas fuel by the knocking reduction unit.
- the knocking reduction unit As described above, with the predetermined standby period set after reduction or halt of the gas fuel by the knocking reduction unit, it is possible to determine whether the knocking is occurring again during the period, which makes it possible to perform the recovery control securely and stably.
- an increase rate of the gas fuel of the first recovery unit may be set to be greater than an increase rate of the gas fuel of the second recovery unit.
- the first recovery unit may be set to perform the recovery control to recover after a short period of time, for instance, two to three seconds after the start. While it is possible to address the knocking effectively by reducing the gas fuel, a decrease in the combustion temperature in return reduces the temperature inside the combustion chamber, which may lead to a misfire due to remarkable unstable combustion that emerges when the amount of gas fuel is gradually increased upon recovery. Thus, it is possible to avoid such unstable recovery by increasing the amount of gas fuel at once.
- an amount of reduction of the gas fuel reduced by the knocking reduction unit may be set to be larger for the cylinder in which the knocking is occurring than for the other cylinders in which the knocking is not occurring.
- the amount of gas fuel reduction is an amount for shifting the air-fuel ratio to the lean side to restrict knocking.
- the amount of reduction is an amount accompanying the load reduction of the power generation output for preventing overload caused by an increase in the load applied to the other cylinder, the increase corresponding to the amount of the one cylinder with knocking.
- the amount of gas-fuel reduction is set to be larger for the cylinder in which the knocking is occurring than for the other cylinders in which the knocking is not occurring, which makes it possible to perform the control to reduce knocking effectively.
- the gas fuel may be reduced further by an amount of gas-fuel reduction which is set by the knocking reduction unit at a time when the knocking occurs again.
- the present invention as a countermeasure to knocking in a gas engine, it is possible to prevent the gas engine from entering an unstable combustion state such as misfire upon recovery by halting or reducing the gas fuel for the cylinder in which knocking is occurring and then increasing the amount of gas fuel again to appropriately perform recovery control upon recovery to the optimum operation.
- the first recovery unit recovers the cylinder in which knocking is occurring from a state in which the gas fuel is halted or reduced
- the second recovery unit recovers cylinders other than the cylinder in which knocking is occurring from a state in which the gas fuel is reduced.
- the recovery time of the first recovery unit is set to be shorter than the recovery time of the second recovery unit, which makes it possible to complete recovery of the cylinder in which knocking is occurring in priority, and to complete recovery of other cylinders with no knocking after it is checked whether knocking is occurring again. In this way, it is possible to perform the recovery control securely and stably.
- FIG. 1 is a diagram of an overall configuration of a combustion control device of a gas engine according to the first embodiment of the present invention.
- FIG. 2 is a partial cross-sectional explanatory diagram of a peripheral configuration of a combustion chamber.
- the gas engine 1 (hereinafter, merely referred to as "engine") 1 is a multicylinder four cycle engine in which gas fuel such as natural gas and city gas is used as main fuel.
- a flywheel 3 is mounted to a crankshaft 2 of the engine 1, and a generator 5 is directly mounted to the flywheel 3.
- a gas-fuel control device 7 for controlling an amount of gas fuel which is to be supplied into each cylinder of the engine 1, and an ignition device 9 for igniting gas fuel supplied into each cylinder are provided.
- the engine 1 includes a piston 13 reciprocably fitted in a cylinder 11, a main combustion chamber 17 defined and formed between an upper surface of the piston 13 and an inner surface of the cylinder block 15, an intake port 19 connected to the main combustion chamber 17, and an intake valve 21 for opening and closing the intake port 19.
- a gas mixer 25 is disposed in a supply-air pipe 23 at the upstream side of the intake port 19, and a gas supply pipe 27 is connected to the supply-air pipe 23 at the upstream side of the intake port 19.
- Fuel gas supplied through a gas adjustment valve 29 disposed in the gas supply pipe 27 to adjust the amount of fuel gas and air supplied through the supply-air pipe 23 are premixed in the gas mixer 25.
- the premixed mixed gas passes through the intake port 19 to arrive at the intake valve 21, and the intake valve 21 opens, so that the premix mixed gas is supplied to the main combustion chamber 17.
- the supply-air pipe 23, the gas supply pipe 27, the gas adjustment valve 29 disposed in the gas supply pipe 27, and the gas mixer 25 are provided for each cylinder.
- an ignition device 9 corresponding to each cylinder is provided for a cylinder head 31 which forms an upper portion of the main combustion chamber 17 of the corresponding cylinder.
- the ignition device 9 has a structure including a precombustion chamber (auxiliary chamber) and a spark plug, which are not illustrated. Fuel gas for the precombustion chamber supplied into the precombustion chamber is ignited by the spark plug, so that flame produced in the precombustion chamber is injected into the main combustion chamber 17 so as to combust the mixed air in the main combustion chamber 17.
- the ignition device 9 is configured to be ignited by a spark plug at an appropriate timing on the basis of signals from an engine speed sensor 42, a crank-angle sensor 45, and a load sensor 47, and to inject flame into the main combustion chamber 17.
- an exhaust port 35 is connected to the main combustion chamber 17, so that exhaust gas after combustion is discharged from the main combustion chamber 17 when the exhaust valve 37 opens.
- an exhaust pipe 39 (not illustrated) is connected to the downstream side of the exhaust port 35, and an exhaust supercharger (not illustrated) is mounted to the exhaust pipe 39.
- a combustion pressure sensor 41 for detecting an in-cylinder pressure in the main combustion chamber 17 is disposed on each cylinder.
- the engine speed sensor 42 for detecting the engine rotation speed and the crank-angle sensor 45 are disposed on the flywheel 3.
- the signals from the respective sensors are inputted into the combustion control device 43 described below.
- the combustion control device 43 includes a knocking determination unit 49 for determining whether an abnormal combustion state, especially knocking, is occurring in the combustion condition due to a change in the in-cylinder pressure in the main combustion chamber 17 of each cylinder mainly on the basis of a signal from the combustion pressure sensor 41.
- the combustion control device 43 includes a knocking reduction unit 55 which includes the first knocking reduction unit 51 and the second knocking reduction unit 53.
- the first reduction unit 52 halts or reduces supply of gas fuel to the cylinder in which knocking is occurring and the second knocking reduction unit 53 reduces supply of gas fuel to cylinders other than the cylinder in which knocking is occurring, when it is determined that knocking is occurring by the knocking determination unit 49.
- the first knocking reduction unit 51 halts or reduces gas fuel for a cylinder in which knocking is occurring. Specifically, the gas fuel is halted or reduced by controlling the opening degree of the gas adjustment valve 29 disposed in the gas supply pipe 27.
- a reduction rate may be set so that the amount of supply is reduced by 2 to 3% from the amount of supply at the time. Further, supply of the gas fuel may be always halted because the reduction control becomes complex.
- the above amount of 2 to 3% reduction is the amount of gas fuel reduction which is required to shift the air-fuel ratio to the lean side to restrict knocking.
- the second knocking reduction unit 53 reduces the gas fuel for cylinders other than the cylinder in which knocking is occurring.
- the load of power generation output is reduced to prevent the load applied to the other cylinders from increasing to cause overload (due to an increase in the load applied to the other cylinders caused by operation of a governor mechanism) by the amount corresponding to one cylinder given that there is one cylinder in which knocking is occurring, instead of reduction of gas fuel for shifting the air-fuel ratio to the lean side.
- the load is reduced by 2 to 3% KW of the power generation output and set as an amount of reduction of gas fuel corresponding to the load reduction.
- the gas fuel is reduced by different amounts between a cylinder in which knocking is occurring and cylinders other than the cylinder in which knocking is occurring, which makes it possible to achieve an effect to restrict knocking with high efficiency.
- the combustion control device 43 includes the first recovery unit 57 and the second recovery unit 59.
- the first recovery unit 57 recovers to the amount of fuel gas before occurrence of knocking from a state in which the gas fuel is halted or reduced in the cylinder in which knocking is occurring
- the second recovery unit 59 recovers to the amount of gas fuel before reduction of torque from a state in which gas fuel is reduced in cylinders other than the cylinder in which knocking is occurring, when it is determined that there is no recurrence, i.e., when it is determined that knocking is not occurring during a predetermined standby period in a state in which the gas fuel is halted or reduced by the first and second knocking reduction units 51, 53.
- the combustion control device 43 is configured such that the recovery time of the first recovery unit 57 is set to be shorter than the recovery time of the second recovery unit 59, so that recovery of the cylinder in which knocking is occurring is performed in priority to other cylinders in which knocking is not occurring.
- recovery is firstly performed for the cylinder in which knocking is occurring, and then if abnormality is not occurring again, i.e., after or while confirming that abnormal combustion such as knocking and misfire is not occurring again, recovery is completed for other cylinders in which knocking is not occurring. In this way, it is possible to perform the recovery control securely and stably.
- first knocking reduction unit 51 the second knocking reduction unit 53, the first recovery unit 57 and the second recovery unit 59 of the combustion control device 43 by controlling the opening degree of the gas adjustment valve 29 constituting the gas fuel control device 7.
- step S1 when operation is started, an in-cylinder pressure of each cylinder is detected in step S1.
- step S2 knocking is determined and determination of occurrence of knocking is repeated until knocking occurs. If knocking is occurring, the cylinder with knocking is specified in step S3.
- step S4 the amount of gas fuel is reduced or halted for the cylinder in which knocking is occurring, and the air-fuel ratio is shifted to the lean side (t0 in the time chart of FIG. 4B ).
- step S5 a standby state is continued for a predetermined time in a condition in which the amount of gas is reduced or halted (t0 to t1 in the time chart of FIG. 4B ).
- step S6 it is determined whether knocking has occurred during the standby state. If it is determined that knocking is not occurring in step S6, recovery is performed in time ta (t1 to t2 in the time chart of FIG. 4B ) in step S7. In the next step S8, it is determined whether knocking is occurring during the recovery operation.
- step S8 If knocking is not occurring in step S8, the recovery is completed and the process is terminated in step S9.
- step S8 the process returns to step S4 to be repeated.
- step S3 the amount of gas fuel is reduced in step S10 for other cylinders in which knocking is not occurring (t0 in the time chart of FIG. 4A ). Reduction of the amount of gas fuel is set as the amount of gas fuel reduction which corresponds to the load reduction of 2 to 3% KW in the power generation output for preventing overload.
- step S11 a standby state is continued for a predetermined period of time in a condition in which the amount of gas is reduced (t0 to t1 in the time chart of FIG. 4A ).
- step S12 it is determined whether knocking has occurred during the standby state. If it is determined that knocking is not occurring in step S12, recovery is performed taking time tb (t1 to t3 in the time chart of FIG. 4A ) in step S14. In the next step S 15, it is determined whether knocking is occurring during the recovery operation.
- step S 15 If knocking is not occurring in step S 15, recovery is completed and the process is terminated in step S16.
- step S 15 if it is determined that knocking is occurring in step S 15, the process returns to step S10 to be repeated.
- step S6 if knocking occurs during the standby state, the process proceeds to step S13, in which uniform load reduction is performed for all cylinders and the amount of gas fuel is reduced accordingly.
- Recoveries performed by the first recovery unit 57 and the second recovery unit 59 are illustrated in FIG. 4 .
- FIG. 4A is a case of a cylinder other than the cylinder in which knocking is occurring, in which recovery is performed by the second recovery unit 59.
- FIG. 4B is a case of the cylinder in which knocking is occurring, in which recovery is performed by the first recovery unit 57.
- FIG. 4C is a comparative example, in which the amount of supply of the gas fuel is reduced for all of the cylinders along constant load reduction.
- the second recovery unit 59 illustrated in FIG. 4A may start recovery at time t2, when recovery by the first recovery unit 57 is completed.
- the second recovery unit 59 starting recovery at time t2, when recovery by the first recovery unit 57 is completed, it is possible to confirm that there is no recurrence of knocking or misfire during recovery in the cylinder in which knocking is occurring, and to perform a recovery control stably and securely by recovering cylinders other than the cylinders in which knocking is occurring after the confirming.
- FIG. 5 is a chart of a region in which abnormal combustion (e.g. knocking or misfire) of the engine 1 occurs.
- the horizontal axis is an air-fuel ratio ⁇ and the vertical axis is an engine output P.
- the engine 1 of the present embodiment performs high-output operation, and is operated at substantially constant rotation at point P1.
- the operation point is likely to shift to the operation point P2 in the knocking area due to a change in the power generation load or in the environmental conditions. If the operation point has moved to the knocking area, it is necessary to reduce the output or shift the air-fuel ratio to the lean side to return the operation point to the normal operation area from the knocking area.
- knocking is avoided by reducing the amount of gas fuel at the operation point by 2 to 3% for the cylinder in which knocking is occurring and by shifting the air-fuel ratio to the lean side.
- gas fuel is halted or reduced for the cylinder in which knocking is occurring as a countermeasure to knocking in the engine 1, and then the gas fuel is appropriately increased in the subsequent recovery control to the optimum operation, which makes it possible to prevent the engine 1 from entering an unstable combustion state such as misfire upon recovery.
- the first recovery unit 57 recovers the cylinder in which knocking is occurring from a state in which the gas fuel is halted or reduced
- the second recovery unit 59 recovers cylinders other than the cylinder in which knocking is occurring from a state in which the gas fuel is reduced.
- the recovery time of the first recovery unit 57 is set to be shorter than the recovery time of the second recovery unit 59 so as to recover the cylinder in which knocking is occurring as a priority, and then completes recovery of other cylinders with no knocking.
- the recovery control securely and stably.
- the present invention it is possible to prevent a gas engine from entering an unstable combustion state such as misfire by halting or reducing gas fuel for a cylinder in which knocking is occurring as a countermeasure to knocking in the gas engine and then increasing the amount of gas fuel again to appropriately perform recovery control upon recover to the optimum operation.
- the present invention can be suitably applied to a combustion control device of a gas engine for a generator.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Signal Processing (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Claims (5)
- Dispositif de commande de combustion pour un moteur à gaz en ce qui concerne un cognement, caractérisé en ce que
le dispositif de commande de combustion comprend :une unité de détermination de cognement (49) configurée pour déterminer la survenance d'un cognement de chacun des cylindres ;une unité de réduction de cognement (55) configurée pour interrompre ou réduire l'alimentation de carburant gazeux à un cylindre dans lequel le cognement survient et pour réduire l'alimentation du carburant gazeux vers d'autres cylindres dans lesquels le cognement ne survient pas, quand la survenance du cognement est déterminée par l'unité de détermination de survenance de cognement;une première unité de rétablissement (57) configurée pour un rétablissement à partir d'un état où le carburant gazeux est interrompu ou réduit dans le cylindre dans lequel le cognement survient, quand il est déterminé que le cognement ne survient pas après l'interruption ou la réduction ; etune seconde unité de rétablissement (59) configurée pour un rétablissement à partir d'un état où le carburant gazeux est réduit dans les autres cylindres qui ne sont pas le cylindre dans lequel le cognement survient,dans lequel un temps de rétablissement de la première unité de rétablissement (57) est plus court qu'un temps de rétablissement de la seconde unité de rétablissement (59), et le rétablissement du cylindre dans lequel le cognement survient est effectué comme une priorité. - Dispositif de commande de combustion pour un moteur à gaz selon la revendication 1,
dans lequel la première unité de rétablissement (57) et la seconde unité de rétablissement (59) sont configurées pour démarrer une commande de rétablissement si le cognement ne survient pas à l'intérieur d'une période prédéterminée après l'interruption ou la réduction du carburant gazeux par l'unité de réduction de cognement (55). - Dispositif de commande de combustion pour un moteur à gaz selon la revendication 1,
dans lequel un taux d'augmentation du carburant gazeux de la première unité de rétablissement (57) est fixé pour être plus grand qu'un taux d'augmentation du carburant gazeux de la seconde unité de rétablissement (59). - Dispositif de commande de combustion pour un moteur à gaz selon l'une quelconque des revendications 1 à 3,
dans lequel une quantité de réduction du carburant gazeux réduit par l'unité de réduction de cognement (55) est fixée pour être plus grande pour le cylindre dans lequel le cognement survient que pour les autres cylindres dans lesquels le cognement ne survient pas. - Dispositif de commande de combustion pour un moteur à gaz selon la revendication 2,
dans lequel, si le cognement survient de nouveau dans la période prédéterminée, le carburant gazeux est réduit davantage d'une quantité de réduction du carburant gazeux qui est fixée par l'unité de réduction de cognement (55) à un moment où le cognement survient de nouveau.
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JP2013056776A JP5951537B2 (ja) | 2013-03-19 | 2013-03-19 | ガスエンジンの燃焼制御装置 |
PCT/JP2014/054049 WO2014148191A1 (fr) | 2013-03-19 | 2014-02-20 | Dispositif de commande de combustible pour moteur à gaz |
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EP2957753A1 EP2957753A1 (fr) | 2015-12-23 |
EP2957753A4 EP2957753A4 (fr) | 2016-03-09 |
EP2957753B1 true EP2957753B1 (fr) | 2017-08-30 |
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EP14768042.5A Active EP2957753B1 (fr) | 2013-03-19 | 2014-02-20 | Dispositif de commande de combustible pour moteur à gaz |
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US (1) | US9964053B2 (fr) |
EP (1) | EP2957753B1 (fr) |
JP (1) | JP5951537B2 (fr) |
KR (1) | KR101755969B1 (fr) |
CN (1) | CN105026738B (fr) |
WO (1) | WO2014148191A1 (fr) |
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US11952935B2 (en) * | 2011-12-16 | 2024-04-09 | Transportation Ip Holdings, Llc | Systems and method for controlling auto-ignition |
JP5951537B2 (ja) | 2013-03-19 | 2016-07-13 | 三菱重工業株式会社 | ガスエンジンの燃焼制御装置 |
US9506411B2 (en) * | 2014-10-17 | 2016-11-29 | Ford Global Technologies, Llc | If method and system for engine knock control |
JP6470572B2 (ja) | 2015-01-08 | 2019-02-13 | 三菱重工エンジン&ターボチャージャ株式会社 | ノッキング制御方法 |
FR3048262B1 (fr) * | 2016-02-26 | 2018-03-16 | Peugeot Citroen Automobiles Sa | Procede de limitation de charge d'un moteur thermique en cas de detection de combustions anormales |
CN108533413B (zh) * | 2017-03-01 | 2020-10-09 | 联合汽车电子有限公司 | 一种发动机早燃检测优化方法及系统 |
JP2021076029A (ja) * | 2019-11-05 | 2021-05-20 | 三菱重工エンジン&ターボチャージャ株式会社 | ガスエンジンの再着火処理装置、再着火方法およびプログラム |
US11982246B2 (en) * | 2020-11-23 | 2024-05-14 | Transportation Ip Holdings, Llc | Methods and systems for engine |
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US4243009A (en) * | 1979-09-27 | 1981-01-06 | Brunswick Corporation | Detonation control apparatus for outboard motor |
JPH03185270A (ja) * | 1989-12-15 | 1991-08-13 | Toyota Motor Corp | 内燃機関の点火時期制御装置 |
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JPH0579440A (ja) * | 1991-09-19 | 1993-03-30 | Hitachi Ltd | 点火時期制御装置 |
JP3413965B2 (ja) * | 1994-05-10 | 2003-06-09 | 株式会社デンソー | 内燃機関の燃料噴射制御装置 |
DE19709395C2 (de) * | 1997-03-07 | 1998-12-24 | Bosch Gmbh Robert | Verfahren zur Klopfregelung in Mehrzylinder-Brennkraftmaschinen |
DE19908729A1 (de) * | 1999-03-01 | 2000-09-07 | Bosch Gmbh Robert | Kraftstoffeinspritzverfahren für eine Brennkraftmaschine |
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- 2014-02-20 KR KR1020157025419A patent/KR101755969B1/ko active IP Right Grant
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- 2014-02-20 EP EP14768042.5A patent/EP2957753B1/fr active Active
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JP5951537B2 (ja) | 2016-07-13 |
JP2014181615A (ja) | 2014-09-29 |
KR20150119356A (ko) | 2015-10-23 |
EP2957753A4 (fr) | 2016-03-09 |
CN105026738A (zh) | 2015-11-04 |
US9964053B2 (en) | 2018-05-08 |
CN105026738B (zh) | 2017-10-20 |
EP2957753A1 (fr) | 2015-12-23 |
WO2014148191A1 (fr) | 2014-09-25 |
KR101755969B1 (ko) | 2017-07-19 |
US20160032847A1 (en) | 2016-02-04 |
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